Power regulator



May 1, 1928. 6 1,668,467 H. C. REESE POWER REGULATOR Filed Mayl, 1925 3Sheets-Sheet 1 INVENTOR ATTORN EY May 1, 1928.

H. C. REESE POWER REGULATOR Filed May 1, 1925 3 Sheets-Sheet 2 m T N E VN ATTORN EY May 1, 1928. 1,668,467 H. C. REESE POWER REGULATOR Filed May1925 5 Sheets-Sheet 3 ATTORNEY Patented May 1, 1928;

states units PATENx'l OFFICE.)

HENRY 0. sense, OF'MOUNT rno'srnc r, inninois.

rownn REGULATOR.

Application filed May 1,- 1925. Serial No. 27,275.

' driving threshing machines and; the like whereby the speedof theengine may be automatically controlled according to the load applied tothe take-od pulley, The construction of the device is suchthatthethrottle valve, controlling the supply of fuel to an internalcombustion engine, will-be automatically opened to permit supply of fuelto the engine when the load is applied to.

the take-off pulley and the throttle valve will be automaticallyoperated to decrease the supply of fuel to the engine commensuratewiththe decrease in the amountoi loadap plied to the take-oil pulleywhereby the engine will not be over-supplied nor under supplied. duringoperation thereof.

Another object of my invention is the.

provision. of a novel construction used in connection. with the powertake-off pulley which is operatively. connected to the throttle oi theengine andthe governor whereby the throttle and governor will becontrolled by the applied load to the take oli pulley.

. With the above and other objects in -view, my invention consists 111the novel features of construction and the combinationand arrangement ofparts to be hereinafter more fully described, pointed out in the claimsand shown in the accompanying drawinga in which:

Fig.1 is a detailed plan view of the drivingmechanism of an engineillustrating my device applied thereto,

Fig. 2 is a detailed the connection to the throttle and. governor of theengine, parts thereof being broken away and illustratedin cross section,

Fig. 3 is a side elevation of my improved mechanism applied to the.power take-oi? pulley and driving shaft,

elevation illustrating Fig; 4 is a transversesectional view on the line':.i of Fig 3,

Fig. 5, is a transverse line 5-5 of Fig. l, Fig. 6 is a detailedsectional view taken through the line (l-Gof Fig, 3,

Fig. 7 is. a detailedsection. taken through the, connection between thethrottlewand governor illustrating theconnection in one position, i

Fig. 8 IS a. similar view illustratingth'e shown in Fig. 7,

Fig. 9 is a transversesection on the line 9-9 of Fig. '2', and

Fig. 10 is a detailed transverse sectionon the line l010 of Fig. 1.

sectional view on the;

v connection in an opposite position from that In the drawings, thenumber 1 indicates the usualtalie-otl pulley which is rotatably mountedupon the driving shaftfi driven by; i a driving shaft .3.which,isconnected tothe engine by any suitable clutch mechanismj In the presentinstance I. have illustratedy suitable mechanism associated" with thepulley l for controlling the throttle valve 4 which controls the fuelsupply to, the engine. Mounted upon the. drivenshaft Qandjar rangedwithin the pulley 1 is a disc 5 'Fig..-

4s, whichhas formed thereon arms 6, Fig.3.

The ends ofthe armstl define arms 7 and 8.

The arms 8 carry suitablepins 9 which ongage within one end of the coilspringslO,

Fig. 3, the other ends of saidJcoil springs" being mounted upon suitablepins 11 carried by blocks 12 which are attached asqat 12 to theflange 1. of the pulleyl, Fig. 8.

The disc 5 is keyedto the shaft2 as shown at 13 for rotation therewitlnThe arms are provided with transverse openings and slidable therethroughare the rods 14. the? inner ends of which are universally conhub 20 ofthe pulley. I

Extending laterally from the sleeve 16,

and at right angles with respect to the arms;

15, are links 21, Fig. 3, which. are preferably formed at theinnerendsofthe sleeve. The links 21 carry pins 22, Fig, 5,

nected with the arms 15 andproject lateral- I ly from the rotativesleeveslfi. Thesleeves16 I are rotatably mounted upon the rods l7 hav-'ing one of their ends attached to the pulley 1 as shown at18 while theother or inner ends extend into suitable recesses 19 in the which engagewithin slots23 formed in. the

arcuated plates 24, Fig. 4, for rotation therewith, by free and slidablemovement longitudinally thereof. This longitudinal movement of theplates 24 is permitted by recesses 24, Fig. 4, formed in the plates 24for receiving the keys 20 when the plates move longitudinally of theshaft 20.

From the above it will be apparent that when the load is applied to thepulley l the arms 8 will press the springs 10 to a certain extentcausing the arms 7 to move toward the arms and through the universalconnection the arms 15 will be moved laterally rotating the sleeves 16and imparting a lateral movement to the arms 21 in a direction towardthe outer side of the pulley whereby to slide the arcuate plates 24outwardly. Mounted upon the outer end of the hub 20 and connected to thearcuate plates 24 is a collar 26 which is connected to the plates 24 bymeans of a split ring 27 which is bolted to the collar 26 as shown at28. Thus, when the plates 24 are moved longitudinally upon the hub 20the collar 26 will be moved in the same direction.

The collar 26 includes oppositely disposed lugs 29 which are connectedto a yoke 30, Figs. 1 and 3. This yoke 30 provides an arm 31, Fig. 1,formed as an integral part of a bell crank 31 pivotally supported by theframe 32 of the internal combustion engine, (not shown), as indicated at32. The other arm 62 provided by the bell crank 31 has formed thereon asleeve33 slidably receiving one end portion of a control rod 34. Mountedupon this end portion of the control rod, on opposite sides of thesleeve, are cushioning springs 35, Fig. 1. These cushioning springs areadjusted upon this end portion of the control rod through the medium ofnut members 36.

The rod 34 is pivotally connected at its opposite end portion to a link37. The link 37 also is pivotally connected with the rod 40. The outerend of the rod 40 is provided with a downt-urned end 41 and connected tothis downturned end 41 is a rod 42 which is loosely mounted in thesleeve 43. This lever 43 is pivotally carried, through the medium of apintle 45, by a substantially U-shaped bracket 44. To this pintle 45 arepivotally connected, at the lower end portions, parallel bars 46 whichextend up wardly through a slot 47 into a housing 48. This housing 48 isa tube 49 having oppositely disposed parallel slots 50 in which theupper end of the bars 46 move.

Attached to the upper ends of the bars 46 at spaced points are the rods51 and 52. The rod 51 has connection to a crank arm 52 of the throttlevalve 4. The outer end of the rod 52 is operatively connected to a bellcrank 53 pivotally supported by the frame 32' of the engine, as at 54.The outer end of the arm 55, of this bell crank, operatively enknown tothose skilled in the art.

The U-shaped bracket 44 is suspended for swinging movement upon theplate 54 attached to the housing 47, said bracket being suspended bymeans of the rods 55 the lower ends of which are pivotally connected tothe side walls of the bracket while the upper ends are pivotallyconnected in spaced relation at the plate 54. A coiled spring 56 ismounted upon the rod 42 and disposed between the sleeve 43 and thedownturned end 41 whereby when the collar 26 is moved outwardly relativeto the pulley 1 the tension of the spring 56 is sutficientto cause thebracket 44 to swing upon itssuspension to move the rods 51 and 52 inlongitudinal di rections for reasons hereinafter set forth. A suitablestop member 57 may be attached to the engine in any suitable positionwhereby the same will be engaged by the bracket 44 when the throttle isin a fully opened position and whereby the further movement of thecollar 26 will cause the spring 56 to be placed under compression but inno manner imparting further movement to the rods 51 and 52.

In Figs. 1 and 10 I have illustrated a signal device adapted to be usedin connection with the regulator whereby to indicate to the operators ofa machine being driven by the engine to ascertain when the same is beingoverloaded. This indicator includes a frame 58 having a graduated bar 59upon one side provided with a longitudinal slot 60 in which is slidablymounted an indicator 61. The outer end of the arm 62 of a bell crank 81is provided with the off-set portion 63 adapted to engage one side ofthe indicator 61 to move the same within the slot 60 upon movement ofthe angle bar 31 for opening the throttle upon application of a load tothe pulley 1.

Mounted upon the frame 58 is the bracket '64 which is adjustable bymeans of the clamping plate 65 and screw bolts 66. This bracket supportsthe rotatable rod 67 upon the upper end of which is a signal plate 68and attached to the lower end of the rod 67 are the angularly disposedarms 69 and 70. As illustrated, in Fig. 1 the signal device plate 68 isarranged parallel with the frame 58 indicating that there is a normalload being applied to the pulley l but as the load increases, the pin 71carried by the arm 62 moves along the arm 69 actuating the arm 70 thusrotating the rod 6'7 and moving the signal plate transversely of theframe 58 whereby this plate will be readily viewed by llU ill

the operators of a: machine'being driven by the engineand indicate tothem that themachine is being loaded too heavily so that the load may bedecreased; The graduations on the bar 59 will also indicate the greatestamount of horse power used in operating the machine to which the engineis connected, as the. indicator 61 will remain stationary after beingadjusted onthe slot by means of the off-set portion 63 of the arm 64.

The operation of thecombination and arrangement of parts as abovedescribed is as follows:

When the collar 26' is moved in an outward direction of the pulley 1 bymovement of theplates 24; the bell crank 31 is pivoted about'its pivot32 and urges movement to the rod. in the direction indicated by thearrow: in F ig. 1. This movement of the rod 3:4 in this direction actsupon the bracket 44 and swings the bracket toward the stop member'57upon its suspension. Whenthis bracket44'. is swung. in said direction itacts upon the bars 46 to pivot these bars in a direction to open thethrottle valve to increase the supply of fuel to the engine andcommensurate with the application of the load on the pulley 1.

It is important to note that the bars 46 pivot about a point indicatedat 46 which point is the point of connection between the operation rod52 and the bars 46. When the bars 46 are pivoted in this direction theoperating rod ,52 is held against longitudinal movement by the bellcrank 53 engaging the sleeve 56. The bars 46 in pivoting about thispoint 46 move the operating rod 51, in the direction indicated by thearrow in Fig. 7 to open the throttle valve for reasons herein set forth.

After the throttle valve 4 is opened by action of the pulley 1 toincrease the supply of fuel to the internal combustion engine thegovernor mechanism 52 serves to govern the supply of fuel to the enginewhereby to permit a uniform speed ofrotation to the pulley 1. This isaccomplished in the following manner:

To illustrate the operation of the governor mechanism 53 let it beconsidered that the pulley 1 is rotating at approximately 500 R. P. M.and due to the overcoming of the load on the pulley 1 by the power ofthe internal combustion engine when the throttle valve is opened byoperation of the pulley 1 the R. P. Mfof the pulley slightly increases.The governor mechanism 53, through the medium of the governor mechanismweight arms 58 will act upon the sleeve 56 and move this sleeve 56" in adownward direction longitudinally of the driven shaft 57. As this sleeve56 moves in this direction it pivots the bell crank 53' about its pivot54' and moves the operating in Fig; 7 of the drawings. As thisoperating"rod movesin thisdirection it acts upon the bars 46 and pivots thesebars: about the pivot 45 to move the operating rod 51 in an oppositedirection to that indicated by tion of the pulley 1 through the mediumof the rod 34 and its associated parts.

will be apparent from the foregoing that I have provided an improvedpower regulator whereby the fuel feed to the engine will beautomatically controlled thru the weight of the load applied to thetakeoff pulley as under normal load the pressure of the arms 8 againstthe springs will drive the pulley 1 but as soon as the load is appliedthereto the springs 10 will be placed under compression causing the arms7 to actuate the arms and rotate the sleeve which movement will in turnmove the collar 26 laterally on the hub of the pulley and impartmovement to the connection with the throttle and governor.

While I have shown and described the preferred form of my invention, itwill be obvious that various changes in the details of construction andin the proportions may be resorted to for successfully carrying myinvention into practice without sacrificing any of the novel features ofthe same or departing from the scope of the appended claims.

Having thus described my invention, what I claim is:

LA power regulator including a drive shaft, a disc keyed to the same, apulley loosely mounted upon the shaft, cooperative yieldable connectionbetween said disc and pulley whereby to rotate said pulley, meanswhereby to vary the relative position and of the cooperative means uponthe application of a load to the pulley beyond a predetermined degreeand means actuated by the variation of the cooperative means whereby toimpart movement to the throttle and governor mechanism controlling thespeed of the drive shaft.

2. A power regulator including drive shaft, a disc keyed thereto, apulley loosely mounted upon the shaft adjacent the disc, yieldablecooperative means connecting the disc and the pulley for impartingmovement to the pulley simultaneously with the movement of the disc,said means permitting movement of the pulley relative to the drive shaftand disc upon the application of a load to the pulley beyond apredetermined degree, and pivoted angle bar adjacent the pulley, meansforming a connection between the one end of the bar and the yieldableconnection for imparting rocking movement to said bar upon movement ofthe pulley relative to the disc and additional means forming connectionbetween the other end of the bar and the throttle and governor forcontrolling the speed of the drive shaft.

3. A speed regulator including a drive shaft, a disc keyed thereto, apulley loosely mounted upon the shaft adjacent the disc, an abutmentblock carried by the pulley and arranged in opposed relation to thesame, oppositely disposed arms carried by the disc, yieldable meansbetween the one end of the said arms and the abutment blocks wherebyrotation of the disc will impart rotation to the pulley, said yieldablemeans being placed under tension upon the application of a load of thepulley beyond the predetermined degree imparting move- "merit to thepulley relative to the disc and cooperative connection between the otherends of said arms and a throttle and governor relative to the disc willactuate the throttle and governor for controlling the speed of theshaft.

4:. A power regulator including a drive shaft, a disc keyed thereto, apulley loosely mounted on the shaft and adjacent the disc, oppositelydisposed abutment blocks carried by the pulley, arms carried by thedisc,

spring means between the one end of said arms and the abutment blockswhereby rotation of the disc will impart movement to the pulley, saidspring being compressed upon the application of a load to the pulley ofa predetermined degree, a slidable collar upon the hub of the pulley andoperative connection between the arms on the disc and the collar wherebyto impart sliding moving of the collar upon the movement of the pulleyrelative to the disc.

In testimony whereof I affix my signature.

HENRY C. REESE.

